Methods and apparatus for transportation vehicle security monitoring

ABSTRACT

In some configurations, the present invention is an apparatus for monitoring events on board a transportation vehicle. The apparatus includes a communication system configured to stream data from the transportation vehicle to an external location at least one monitoring device configured to collect video data, audio data, or both, from events occurring on the transportation vehicle; a latching mechanism in a location inaccessible during travel and configured to activate the communication system to stream data from the monitoring device or devices to the external location; and a switch configured to activate the latching mechanism when the switch is activated.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.10/368,166 filed on Feb. 17, 2003. The disclosure of which isincorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to methods and apparatus for monitoringevents on board a transportation vehicle, especially events that occurafter determination of an emergency or other types of unusual and/orpotentially threatening occurrences.

BACKGROUND OF THE INVENTION

Aircraft manufacturers and commercial airline transportation companiesexpend considerable effort to ensure that passengers can count onroutine and uneventful flights. Nevertheless, unforeseen events canoccur on rare occasions. For example, it is impossible to ensure withcomplete certainty that an unexpected medical emergency requiring theservices of a doctor on the ground will not occur at a time at whichlanding the aircraft is impractical.

In addition, despite careful screening, it is impossible to predicthuman behavior with complete certainty. Although real-time communicationmay be available with ground stations to provide advice to the crew orto allow an airport to handle most situations, overt communication whilein flight may not be possible or even advisable during certainexceptional occurrences.

SUMMARY OF THE INVENTION

Various configurations of the present invention therefore provide anapparatus for monitoring events on board a transportation vehicle. Theapparatus includes a communication system configured to stream data fromthe transportation vehicle to an external location at least onemonitoring device configured to collect video data, audio data, or both,from events occurring on the transportation vehicle; a latchingmechanism in a location inaccessible during travel and configured toactivate the communication system to stream data from the monitoringdevice or devices to the external location; and a switch configured toactivate the latching mechanism when the switch is activated.

Other configurations of the present invention provide an apparatus formonitoring events on board a transportation vehicle. In theseconfigurations, the apparatus includes a receiver configured to receivevideo and audio data from a plurality of sources onboard atransportation vehicle and a plurality of display screens configured todisplay said video data. At least one of the display screens isconfigured as a high resolution display screen relative to other saiddisplay screens. These configurations also include a transmitterconfigured to transmit a control signal to the transportation vehicle toidentify a camera on the transportation vehicle for transmission of highresolution data from the transportation vehicle to the high resolutiondisplay screen or screens.

Various configurations of the present invention provide a method formonitoring events on board a transportation vehicle. The method includesactivating a latching mechanism on board the transportation vehiclewhile the transportation vehicle is traveling; supplying power from anuninterruptible source via the latching mechanism to a communicationsystem; and transmitting, via the communication system, data from atleast one monitoring device configured to collect video data, audiodata, or both from events occurring on the transportation vehicle to aground station.

Configurations of the present invention provide information that mightotherwise not be available and that may be helpful to control unexpectedand otherwise unpredictable passenger-initiated events, and to providemedical information to physicians on the ground or at a specifiedlocation who can provide help for treatment of individuals in flightneeding medical attention. In other situations, configurations of thepresent invention provide information that might not otherwise beavailable for diagnosing unexpected mechanical or electrical failures inreal time, or for determining the cause of otherwise mysteriousaccidents.

Further areas of applicability of the present invention will becomeapparent from the detailed description provided hereinafter. It shouldbe understood that the detailed description and specific examples areintended for purposes of illustration only and are not intended tolimited the scope of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIG. 1 is a schematic block diagram representation of variousconfigurations of the present invention, shown in the context of anaircraft.

FIG. 2 is a schematic block diagram representation of variousconfigurations of the present invention having a half duplex broadbandcommunication link with a ground station.

FIG. 3 is a schematic block diagram representation of variousconfigurations of the present invention in which a ground station isconfigured to manage the resolution quality of incoming streaming videoutilizing load balancing techniques.

FIG. 4 is a schematic block diagram representation of a camera housingunit useful in various configurations of the present invention, showinghow video and audio capture, compression, storage, buffering andtransmission is provided within a camera housing unit, and how storeddata is transmitted to a transceiver located in a cabin areainaccessible while the aircraft is in flight.

FIG. 5 is a schematic block diagram representation of a portion ofvarious configurations of the present invention in which video and audiocapture is provided by an Ethernet switch.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description of the preferred embodiment(s) is merelyexemplary in nature and is in no way intended to limit the invention,its application, or uses.

In various configurations of a security monitoring system 10 of thepresent invention and referring to FIG. 1, one or more “panic buttons”12 such as a guarded switch, or an assignable key or dedicated button ona computing device 14, provides activation of off-aircraft datastreaming 16 in emergency situations. The computing device is notlimited to a laptop or aircraft computer. In some configurations, apersonal digital assistant 14 or handheld computer having an assignablebutton or “virtual button,” e.g., a touch-sensitive area of a screen 18,is utilized, and the button press is communicated to a processor 20 onthe aircraft via a wired or wireless communication path 22. Inconfigurations utilizing a wireless communication path 22, a wirelesstransceiver 24 is provided. One or more panic buttons 12 is/are providedin one or more locations on aircraft 26, such as the main cabin 28and/or flight deck 30.

In an emergency situation, it is conceivable that aircraft power tocritical equipment required for air-to-ground data streaming may be cutoff. Therefore, in some configuration of the present invention, alatching mechanism 32 for providing power from an uninterruptible powersource 36 to a hot battery bus 34 is provided in parallel with existingflight deck circuit breakers and wiring. (Latching mechanism 32 may be,for example, a latching relay. Other suitable devices for latchingmechanism 32 include, but are not limited to, solid state switches ordigital logic switches that provide similar control of power source 36.)controlling that provides Any panic button 12 is capable of activatinglatching mechanism 32, either via wiring or via wireless transceiver 24and processor 20. A crew member or other authorized person presses apanic button 12 when a situation occurs while traveling (e.g., while theaircraft is in flight) that is adjudged to warrant monitoring bypersonnel on the ground. Pressing panic button 12 activates latchingmechanism 32, which is in a location inaccessible to crew members andothers while aircraft 26 is in the air, and which can be reset only bymaintenance on the ground. When activated, contacts in relay 32 (or anequivalent function of a solid state switch or digital logic switch)provide a connection to a non-interruptible power source 36 to selectedaircraft subsystems. The selection of aircraft subsystems powered bynon-interruptible power source 36 when latching mechanism 32 isactivated may be limited to only those required and/or used by securitymonitoring system 10 to thereby provide independence of securitymonitoring system 10 on other aircraft subsystems. In someconfigurations, the subsystems powered by non-interruptible power source36 upon activation of latching mechanism 32 include one or moresubsystems selected from a security processor 20 and memory core, one ormore transponders 38, a Digital Flight Data Acquisition Unit/AircraftConditioning Monitoring System (DFDAU/ACMS) 40, and communication andnavigation equipment such as a global positioning satellite (GPS) system42; however, this list is intended only to be representative and notlimiting. Uninterruptible power is also provided by power source 36 toat least a portion of a communication system comprising one or morecomponents. For example, the communication system may include componentssuch as an S-band transceiver 44, a satellite communication (SATCOM)system 46, a broadband RTS unit 48, one or more HF/VHF radios 50, and abroadcast system 54.

Also in some configurations of the present invention, aircraft data iscollected, stored, and transmitted 16 to the ground after a panic button12 is activated. A processor and memory/storage device 20 is utilized tocollect data from one or more monitoring devices, for example, anonboard camera system comprising one or more cameras 52, ARINC 717 quickaccess recorder (QAR) data from DFDAU/ACMS 40, and/or other ARINC data.Data collected is compressed and formatted for storage, and routed tobroadcast system 54. Video and audio data is collected, in someconfigurations, from wired and/or wireless cameras 52 located in maincabin 28 and in flight deck 30. Suitable cameras 52 include standardvisible spectrum cameras and special purpose cameras such as thermalimaging or infrared cameras, and preferably include microphones forcapturing sound in the vicinity of the imaging area. In someconfigurations, cameras 52 are wireless and transmit to one or morereceivers 58 on board aircraft 26 which communicate with processor,memory and Ethernet switch 20. Data from the camera system istransmitted to an external location, e.g., ground station 60 viasecurity monitoring system 10. In some configurations, one or moredisplays 56 are provided in the flight deck. Ground station 60 providespersonnel and/or other resources to analyze the one or more receivedimages to determine whether or not to retransmit any of the images backto the aircraft. In this way, ground station 60 remotely controls theavailability of data from the camera system to displays 56 in the flightdeck via transmissions received by one or more radio systems 44, 46, 48,or 50, in the event it is deemed that the images available from cameras52 may detrimentally influence the actions of the pilots. However, insome configurations, both the flight deck crew and cabin crew areprovided at their respective stations with indications that latchingmechanism 32 and cameras 52 have been activated.

Processor 20 determines communication options, selects an optimum path,and routes data for transmission via the selected path. In someconfigurations, paths available for downlink of streaming audio/videodata and redundant transponder-like data include, but are not limitedto, aircraft legacy systems such as HF and/or VHF radio 50, SATCOM 46,S-band transceivers 44, broadband receiver transmitter systems (RTS) 48,and wireless IEEE 802.11 terminal wireless local area network (LAN)systems (not shown in FIG. 1). Also in some configurations, manualinitiation of emergency locator transponder (ELT) 38 is coupled to thepanic button, making a separate communication path 62 available fortransponder communication if air traffic control (ATC) transponderinformation has somehow been compromised. In some configurations, ratherthan a simple ELT 38 that is unable to transmit its exact position,global positioning system (GPS) receiver and antenna 42 are housedwithin the same enclosure as ELT 38, with both systems independent ofaircraft power and activated by panic button 12. In some configurations,GPS 42 need not be built into ELT 38 housing. Instead, ELT 38 utilizessignals from a GPS 42 already on board aircraft 26 or position andaltitude information available from other aircraft sources (e.g., acommunications server/router, which utilizes its own GPS or DFDAUinputs, not shown) to transmit location information.

Examples of the types of events that might occur that might cause apilot to activate a panic button include emergency, life-threateningsituations that endanger the aircraft, crew, and passengers; videosurveillance required by legal authorities; documentation ofdisturbances by unruly passengers; and medical emergencies that requirea video feed to physicians or other supporting personnel on the ground.To handle medical emergencies, some configurations of the presentinvention provide medical data input connectors 64 at one or morelocations on aircraft 26 that are configured for cable connection ofmedical instruments. Thus, medical data such as EKGs, EEGs, and bloodpressure readings may be transmitted to physicians on the ground,depending upon the type of medical emergency and the availability ofonboard medical equipment.

The flight crew, cabin crew, or air marshal, upon the occurrence of asituation deemed to be an emergency, will activate a panic button 12configured to bypass a circuit breaker panel (not shown) in flight deck30 to thereby maintain electrical power to critical line replaceableunits (LRUs) (e.g., 20, 40 and 54) associated with communication paths.Panic button 12 is activated utilizing either a hard-wired switchlocated in flight deck 30 and/or cabin 28 or an authenticated wirelessdevice 14 communicating with a wireless transceiver 24. Either or bothof these activation means are provided in configurations of the presentinvention, and more than one authenticated wireless device 14 isprovided in some configurations. Examples of on-board devices suitablefor activation as a “panic button” include, but are not limited to,wireless crew-operated flight deck displays 56, one or more cabinattendant wireless devices such as personal digital assistants (PDAs) 14or special purpose wireless communication units, and command and controlcenter handheld devices operated by on-board security personnel. Aground operation center 60 in communication with aircraft 26 is alsoprovided with a wireless “panic button” 12 in some configurations of thepresent invention. Thus, even if those onboard the flight with theresponsibility for activating a panic button are unable to do so, thesame effect may be achieved by someone in a ground operation center 60.

When an emergency situation is signaled by the activation of a panicbutton 12, a server/router communication function is activated onaircraft 26. In some configurations of the present invention, thisfunction is provided by processor, memory and an ethernet switch 20.Processor 20 memory includes a program configured to activate on-boardcameras 52 and microphones and to determine whether a suitable path forreal-time streaming of video information exists to the ground, such as abroadband connection via broadband RTS unit 16. In some configurations,a full duplex broadband connection having separate transmit and receiveantennas (not shown in FIG. 1) is provided. A full duplex broadbandconnection allows incoming transmissions to continue without requiring asubstantial load balancing shift to maintain available transmissionresources (i.e., bandwidth, transmission time slots, transmissionfrequencies, and IEEE 802.11 allocations) that are required to sendstreaming video feeds from the aircraft to the ground. This featureallows panic button 12 to act as a silent alarm, with the incoming dataunaffected by the initiation of an emergency situation. Also, someconfigurations of the present invention initiate a slow transfer ofincoming bandwidth to outgoing bandwidth when more of the latter isrequired, to make the impact on incoming traffic less noticeable. Insome configurations and referring to FIG. 2, only a half duplexbroadband connection 16 is provided and separate time slices areprovided for incoming and outgoing data. If a broadband connection isnot available for any reason other than it is currently in use, anothercommunication path, for example, HF and/or VHF 68, VDL Mode 2 (not shownin FIG. 2), or SATCOM 66, is selected. Ground station 60 includesreceivers (which may also include transmitters) 70, 72, and 74 forreceiving each type of transmission from aircraft 26 for analysis anddisplay by ground operation center 76.

Panic buttons 12 can be configured for several levels of situations. Forexample, in the event of a truly life threatening situation, the highestlevel situation would be signaled. In configurations in which abroadband connection is available for a video downlink and a high levelsituation is signaled and again referring to FIG. 2, communicationsserver/router (i.e., processor, memory and ethernet switch 20) isconfigured to act on this signal by distributing data to be communicatedto ground through a plurality of paths 16, 66, and 68 to provide greaterbandwidth for video imaging and/or to keep time delays to a minimum. Forexample, a distributed server application on board the aircraft isresponsive to an automated decision logic that is resident in theprocessor and/or memory 20, wherein the decision logic is responsive tohigh level situation signals. The automated decision logic in someconfigurations is also responsive to verified requests received fromground operations security command centers to distribute data over aplurality of communication paths for this purpose. The automateddecision logic controls the distributed server application to combineavailable communication resources to send video and audio data from theaircraft to the ground via a plurality of parallel aircraft transmissionsources. A client application at a ground station 60 receivingtransmissions 16, 66, and 68 recovers video and audio data from theplurality of transmission sources 48, 46, and 50. For example, a portionof the bandwidth of streaming video data may be sent via VHF link 68,while a remaining portion may be sent via SATCOM 66. In someconfigurations, if a broadband connection 16 is not available, thecommunications server router determines all available communicationschannels not required for critical voice/data communications andreconfigures these paths to provide the maximum bandwidth to transmitvideo and audio information.

Also in some configurations and referring to FIG. 3, ground operationcenters 76 are configured to manage the resolution quality of incomingstreaming video utilizing load-balancing techniques. For example, whenreceiving video data from an aircraft having six cameras 52 deployed andactive (only two of which are shown in FIG. 3), a ground operationcenter camera viewing station provides one display screen for eachcamera. One display screen 80 has sufficient bandwidth for a highresolution display while the bandwidth of the remaining five displayscreens 78, 82, 84, 86, 88 are limited to a low resolution display whenbandwidth is restricted. A command and control signal is sent via atransmitter (e.g., transceiver 70, 72, or 74, shown in FIG. 2) fromground operation center 60 to aircraft 26 to identify one or moredesired high resolution cameras 52, and all other camera outputs arefiltered to produce lower resolution data. In some configurations, acontrol is provided to the operator of an aircraft command center 60 toenable sequencing through individual camera streaming views, which wouldallow communication via a small fixed bandwidth to a small handhelddevice such as a PDA 18 for viewing one camera output 90 at a time onPDA screen 18.

In various configurations and referring to FIG. 4, video and audiocapture, compression, storage, buffering and transmission is provided ina card 94 within camera 52 housing units 96. Stored data is transmittedin MPEG format and MPG format via a wireless IEEE 802.11 card 98 totransceiver 58, which in some configurations is an IEEE 802.11transceiver located in an cabin area inaccessible while the aircraft isin flight. In various configurations and referring to FIG. 5, video andaudio capture, compression, buffering and transmission 92 are providedwithin processing, memory, and Ethernet switch 20. Processing unitstherein process digital audio and video signals, for example, MPEG-4 forvideo and MP3 for audio, or any other suitable format, and add asynchronization signal to the combination thereof. Encoded data iswirelessly transmitted to an on-board processing system for storage andactive transmission (if required), or upon connection with a wirelessnetwork operations center (NOC) once on the ground and available. TheNOC system decompresses and assembles the video and audio streaming dataand performs other processing and routing as required. In someconfigurations, IEEE 802.11 transmission is used for transmission to theNOC.

Also in some configurations, DFDAU 40 ARINC 717 serial output,conforming to RS-422 standard, provides parametric data that can be madeavailable utilizing an aircraft to NOC communication path configured asdescribed herein. For operation between a mobile operator on the groundwithin wireless communication range of the aircraft, one or morewireless handheld devices 14 establish communication between an aircrafttransceiver 44 configured as an access point and the mobile groundpersonnel handheld device 14.

It will thus be seen that configurations of the present inventionprovide information that might otherwise not be available and that maybe helpful to control unexpected and otherwise unpredictablepassenger-initiated events, and to provide medical information tophysicians on the ground who can provide help for treatment ofindividuals in flight needing medical attention. In other situations,configurations of the present invention provide information that mightnot otherwise be available for diagnosing unexpected mechanical orelectrical failures in real time, or for determining the cause ofotherwise mysterious accidents.

In addition to providing streaming real-time audio and video in theevent of an emergency, the present invention also can assist airlines inimproving procedures and responses to abnormal incidents that do notrise to the level of an emergency, or for determining trends that can beused to assist in preventative maintenance and forecasting of spareparts allocation. Training departments can utilize actual video footageobtained in various situations to further improve safety and to improveairline policies and procedures. Furthermore, configurations of thepresent invention utilizing on-board cameras are also useful to assistaircraft manufacturers, certification authorities, equipment vendors andairlines in monitoring displays and instruments, providing a “pilot'seye view,” and in reducing or eliminating installation of bulky flighttest telemetry and instrumentation equipment and wiring.

Although the configurations of the present invention are described abovein the context of an aircraft, other configurations of the presentinvention are not limited to aircraft installation or use. For example,configurations of the present invention are also applicable moregenerally to transportation vehicles. For example, with a suitableexternal location such as dispatching point, central office, ormonitoring station serving as the ground station, configurations of thepresent invention are applicable to busses, trains, subway trains, andeven taxicabs. In each case, configurations of the present inventioninclude a latching mechanism in a location inaccessible during travel,for example, behind a firewall of the vehicle or in an enginecompartment. For practical reasons, the communication options availablefor non-aircraft configurations of the present invention may bedifferent from (and perhaps more limited) than those available foraircraft configurations. It should be noted that the term “groundstation,” as used herein with respect to non-aircraft configurations, isintended to encompass external locations such as dispatching points,central offices, or monitoring stations.

The description of the invention is merely exemplary in nature and,thus, variations that do not depart from the gist of the invention areintended to be within the scope of the invention. Such variations arenot to be regarded as a departure from the spirit and scope of theinvention.

1. An apparatus for monitoring events on board a transportation vehicle,said apparatus comprising: a communication system configured to streamdata from the transportation vehicle to an external location; at leastone monitoring device configured to collect from events occurring on thetransportation vehicle; a latching mechanism that is located to beinaccessible and unable to be disabled by anyone on board thetransportation vehicle during travel of the transportation vehicle andconfigured to provide power to activate the communication system tostream data from the at least one monitoring device to the externallocation; and a switch configured to activate the latching mechanismwhen the switch is activated.
 2. An apparatus in accordance with claim 1wherein the transportation vehicle is an aircraft and said apparatusfurther comprises an uninterruptible power source configured to supplypower to at least a portion of the communication system when thelatching mechanism activates the communication system to stream the datafrom the aircraft to the external location. 3-6. (canceled)
 7. Anapparatus in accordance with claim 2 wherein the uninterruptible powersource is configured to provide power, after said switch activates saidlatching mechanism, only to selected aircraft subsystems utilized bysaid apparatus.
 8. An apparatus in accordance with claim 1 wherein theswitch comprises at least one of a personal digital assistant orhandheld computer.
 9. An apparatus in accordance with claim 1 furthercomprising an emergency locator transponder and global positioningsystem receiver in a single enclosure configured to transmit locationinformation when activated.
 10. An apparatus in accordance with claim 9in an aircraft, and further wherein both said emergency locatortransponder and said global positioning system receiver are poweredindependently of other aircraft power sources.
 11. An apparatus inaccordance with claim 1 further comprising a medical data inputconnector configured for cable connection of medical instruments andconfigured to permit medical data to be transmitted to a ground stationvia said apparatus.
 12. An apparatus in accordance with claim 1 whereinsaid communication system comprises at least one transmitter providingtransmission resources, and said communication system is configured toperform load balancing in accordance with available transmissionresources. 13-14. (canceled)
 15. An apparatus in accordance with claim 1wherein said latching mechanism comprises a latching relay.
 16. Anapparatus for monitoring events on board a transportation vehicle, saidapparatus located remotely from said transportation vehicle andcomprising: a receiver configured to receive video and audio data from aplurality of sources on board a transportation vehicle; a plurality ofdisplay screens configured to display said data, wherein at least onesaid display screen is configured as a high resolution display screenrelative to other said display screens; and a transmitter configured totransmit a control signal to the transportation vehicle for transmissionof high resolution data from the transportation vehicle to a said highresolution display screen.
 17. An apparatus in accordance with claim 16wherein the transportation vehicle is an aircraft and said apparatusfurther comprises a transmitter configured to selectively controlretransmission of data received from the aircraft back to the aircraft.18. A method for monitoring events on board a transportation vehicle,said method comprising: activating a latching mechanism on board thetransportation vehicle while the transportation vehicle is traveling,the latching mechanism on board the transportation vehicle in a locationthat is inaccessible by anyone on board the transportation vehicle suchthat once activated the latching can not be deactivated by anyone onboard the transportation vehicle while the transportation vehicle istraveling; supplying power from an uninterruptible source via thelatching mechanism to a communication system; and transmitting, via thecommunication system, data from at least one monitoring deviceconfigured to collect data from events occurring on the transportationvehicle to a ground station.
 19. A method in accordance with claim 18wherein the transportation vehicle is an aircraft. 20-23. (canceled) 24.A method in accordance with claim 19 further comprising: connecting amedical instrument to a medical data input connector on board thetransportation vehicle to communicatively connect the medical instrumentto the communication system; and transmitting medical data via thecommunication system following said switching of the latching mechanism.25. A method in accordance with claim 18 wherein the communicationsystem provides a plurality of transmitting resources, and furthercomprising adjusting a transmission bandwidth from the at least onemonitoring device in accordance with available transmitting resources.26. A method in accordance with claim 18 wherein said activating alatching mechanism comprises activating a latching relay.
 27. Theapparatus of claim 1, wherein said communication system comprises atransmit antenna and a receive antenna and configured to provide a fullduplex broadband connection with a station at the external location. 28.The apparatus of claim 1, wherein said communication system configuredto have a plurality of communication paths to stream data from thetransportation vehicle to the external location and to automaticallyselect which of the communication paths to utilize to stream the databased on a usage status of each of the communication paths when theswitch is activated.
 29. The apparatus of claim 28, wherein saidcommunication system further configured to automatically distribute thestreaming data among a plurality of the communication paths based on ausage status of each of the communication paths when the switch isactivated.
 30. The method of claim 18, wherein transmitting comprisesproviding a full duplex broadband connection with the ground station,via a transmit antenna and a receive antenna included in thecommunication system, for transmitting the data.
 31. The method of claim18, wherein transmitting comprises automatically selecting which of aplurality communication paths, provided by the communication system, totransmit the data to the ground station based on the a usage status ofeach of the communication paths when the switch is activated.
 32. Themethod of claim 31, wherein automatically selecting comprisesautomatically distributing the data among a plurality of thecommunication paths based on the a usage status of each of thecommunication paths when the switch is activated.